Car construction



5 Shets-Sheet l Filed Jan. 5, 1926 @am u April 18, 1933. y lo, c, DURYEA CAR CONSTRUCTION Filed Jan. 5, 1926 5 sheets-sheet 2 ,gn/vento@ v Stroming "0. c. DURYEA CAR CONSTRUCTION AprilI 18, 1933.

5 Sheets-Sheet 3 Filed Jan. 5, 1926 akku/mq April 18, 1933. o. c. DURYEA 1,904,293

l .CAR CONSTRUCTION Filed Jan. 5. 1926 5 sheets-sheet 4 Q o Q AI -ffd' t? Z i l F fd /6/3 r//a c Uw? new Maas/? W Mam@ pri 18, 1933. Q DURYEA 1,904,293

CAR CONSTRUCTION 5 sheets-sheetl 5 Patented Apr. I8, 1933 D STATES PATE-Nr orifice OTHO C. DURYEA, OF WATERBURY, CONNECTICUT, ASSIGNOR T0 0. C. DURYEA COB- PORATION', OF WILMINGTON, DELAWARE, A CORPORATION OF` DELAWARE can CONSTRUCTION Application led January 5, 1926. Serial No. 79,449.

This invention relates to railway rolling stock, and more particularly to a railway car' structure embodying novel means for preventing the shocks and impact stresses incident to operating conditions from damaging the structure, or its lading.

. In ordinary train work, the elements of the usual draft gears, and particularly the friction elements thereof, are being continually worn due to the varying stresses placed on the gears, and due to the continual movements of the friction elements. Any given draft gear in a train of cars must sustain the draft of all the cars of the train in the rear of the same. The heavy loads laced on the draft gears, and the multitude o small movements imparted to the` same, cause the dry surfaces of the friction elements to be so worn that after a comparatively short period of use the gears are ineffective t0 perform the functions for which they were designed.

In order to avoid excessive train slack the travelof draft gears now employed is very limited-so limited that said gearsare ineffective to absorb the forces normally imparted to the car. Consequently these forces operate to damage the car structure and the lading. i

In my co-pending application, Serial No. 26,267, filed April 27, 1925, Patent No. 1,693,194, November 27, 1928, there is disclosed an improved car structure of the type wherein longitudinal movement is provided between a center member and the remainder of the car structure, and yieldin or enegy dissipating means are associate with the center member for resisting this movement. In that structure, forces, such for example as impact stresses due to bulling, are gradually absorbed without damage to the car or lading, the energy dissipating means being adapted for relativel long travel. The car structure also embodies novel coupler means of limited travel whereby train slack is provided` for. Substantially no Wear is placed l' on the energy dissipating means, employed for resisting relative movement of the center member, in train work because said means 1s only subjected to the inertla forces of aslngle car, the resistance ordraft of the following cars in the train being thrown directly on the center member. .T he multitude of small movements, resulting fromthe heavy loads placed on the` usual draft gears, are eliminated by the use of my improved car lstructure, and the energy dissipating means are adapted to last for the life of the car.

An object of the present invention is to provide a railway car, of the type disclosed in the above named application, comprising novel energy dissipating means for yieldingly resisting relative longitudinal movement between the center member and the reresults from the use of the standard type of 'v draftv gears. Y

Another object of the invention is to provide novel'means of relatively great length of travel for yieldingly resisting relative movement between the center member and the remainder of the car structure, said means including energy dissipating means, and being adapted to normally maintain the relatively movable parts in a predetermined position.

A further object is to provide novel yielding means including resilient and friction elements which are effective for resisting relative movement` of the center member in either direction.

A further object is to provide novel means for associating the yielding means with the elements of the car that are adapted for relative movement.

the resilient and friction elements thereto.

A still further object is to provide energy dissipating means for resisting relative ,movements of the car elements, said means being adapted for installation as a unit.

Further -objects are to provide a car of this type which conforms closely to the construction at present employed in standard' railway rolling stock; and to provide a combination olelements vwhich are adapted for ready assembly, which are rugged, and which are relatively inexpensive to manufacture Two forms which the inventive idea may assume are shown in the accompanying drawings, which drawings, however, are or the urpose of illustration only and are not to e taken as deining the limits ot the invention, reference being had to the appended claims for this purpose. ln the dra-.Wings Fig. 1 is a detail sectional top plan view illustrating one form of energy absorbing means which may be employed for resisting movement ot the center member relative to a bolster;

Fig. 2 is a sectional side elevation ci the parts shown in Fig. 1;

Fig. 3 is a top plan vievv, in section, illustrating one form of yielding means, tor securing a predetermmed amount 'of tram slack, that ma beemployed in combination with the yiel ing means of Fi l, certain parts being broken away to enab e the use of a large scale;

Fig. i is a sectlonal side elevation oi the parts shown in Fig. 3;

Fig.`5 is a detail top plan view illustrating one manner in which the yielding means l, of Figs. 1 and 3 may be operatively associdii ated with the car structure;

Fig. 6 is a perspective vievv illustrating one orm of yoke which may be employed in the apparatus illustrated in Fig. 1;

Fig. 'Z' is a perspective view illustrating one `form. ot yoke which may be employed in the yielding means illustrated in Fig. 3; I

Fi 8 is a perspective vievv illustrating one 'crm of a follower lmember which may Fig. 3; Y

Fig. 3 is a sectional detail vievv telren on the line 9-9 ci Fig. 3;

Fig. l0 is a detail sectional view talren on the line lll-vl() ot Fig. l;

Figs. 1l, 12 and 13 are sectional views taken on the lines 11-11, 12l2, and l3- 13, respectively, of l.;

Fig. 1t is a perspective vievv illustrating one menner'in which certain of the friction elements may be formed;

Fig. 14a is a perspective vievv ol one type of friction shoe that may be employed;

Fig. l5 is a detail plan vievv, in section,

1 illustrating a second form ot energy dissipatv ing means `vvlnich `ma be employed for resisting movement-o t e center member relative to a bolster ;y

Fig. 16 is a sectional side view of the parts shown in Fig. 15; and v Figs. 17 andf18 are sectional detail views be employed in the yielding means shown inV neo-reos taken on the lines 17, 17 and 18, 18 respectively, of Fig. 15.l

Referring to the drawings, and more particularly to Figs. 1 to 1d inclusive, one form of car structure constituting the subject matter ofthe present invention preferably includes a. body bolster 1 and a center member 2 that is mounted for longitudinal movement relative to said bolster. While only one bolster is illustrated in thegdrawings, it Will' be understood that the present standard car construction is closely followed in the' present invention, two body bolsters preferably being employed and mounted on trucks of any suitable type. The trucks, the brake elements, and the body structure proper of the. car, all of `which may assume various forms, constitute no part of the present invention and accordingly are not illustrated.

As shown, the center member 2 is preferably i'ormed ot' a pair oit vertically disposed channel members 3, 3 (Fig. 11) that are suitor more transverse supporting members or cross-bearers 6. As illustrated, said crossbearers are provided with a central opening 6a suitably flanged as at 66. lf desired, a plate or casting 7 may be secured to the cross-bearers 6 to serve the double purpose of strengthening the cross-bearers and to constitute a guiding means or surface Jfor the longitudinally movable center member 2. ln the form shown, the plate 7 which is secured in any suitable manner as by means of rivets to the transverse member 6, is provided with integrally formed and vertically disposed bearing surfaces la for the channel members 3. said bearing surfaces being suitably strengthened as by means of ribs 7b.

ln order to obviate the necessity :forV providing large openings through the bolsters, to `facilitate casting oit' the same, and the assembly of the parts, said bolsters may each be provided with a laterally projecting portion or lug 8, which, as shown, is formed integrally vvith the inner lateral face oft the bolster and is provided with a horizontal and transversely extending opening 9.

Suitable means are interposed between the center member and the bolster for yieldingly resisting relative longitudinal movement of the center member, andprelerably said yielding means is adapted to dissipate energy and resist the movement of the center member lll@ - in both directions, i. e., for both draft and buing. The yielding means are also adapted Y to maintain the relatively movable parts in normal position. In the form shown, said means includes a yoke (Fig. 6) which may be formed as a casting if desired. Preferably said yoke is constituted by a U-shaped portion including upper and lower longitudinal portions 10a and a connecting end portion 10b therefor.` The longitudinal portions 10a are connected at their forward ends by a substantially rectangular box-shaped section'lOo and projecting from the forward orouter end of the box-shaped sectionare a pair of vertically disposed ears 10d which, as shown, are provided with registering openings 10e.

A member 11 that constitutes a follower for al resilient element 12, and a supporting member for a plurality of friction elements13, is positioned between the portions 10a of the yoke 10. If desired, the friction elements may be constituted by a suitable number of plates which are cast integrally withI the follower member 11, said plates projecting forwardly from the latter in substantially parallel planes and in interleaving relation with a suitable number of plates 14 which extend, at their outer ends, into a housing member 15. Normally, the forward end of the housing member l5 is in abutting engagement with the projection or lug 8 on the bolster. As illustrated in Figs. 1 and 13, the housing 15 is provided with a pair of diverging portions 15a, and suitably secured on the inner surface of these diverging portions are a pair of wear plates 16 which are formed of a suitable metal, such as bronze.

Normally maintained in ,engagement with the wear plates 16, as by'means of the resilient member 12, which in the present instance is shown as a coil spring, are a plurality of friction shoes 17, that are preferably provided with lugs 17 a which are adapted to extend into openings 14a (Fig. 14) formed in the friction 'plates 14. As shown more clearly in Fig. 1, the resilient member 12 has engagement at its outer end with the friction shoes 17 and at the opposite end with a flange 11a formed on the follower member 11. vThe yoke 10 extends around the follower member 11, the resilient member 12, friction elements 13, 14, 17, and the housing 15, and is held in operative relation withv the bolster 1 by means of a keyl which lextends through the .openings 10e in said yoke and the opening 9 in the projecting portion 8 of the bolster 1. Openings 19 are provided in the sides of the center member 2te enable the key 18 to be readily inserted into position, and preferably avvertically disposed pin 20 passes through a central open- VYingin the key 18 and has its opposite ends Y bent into engagement with the upper and lower surfaces of the projecting portion 8 (Fig. 2) to retain the key in position. g Sultto normally engage the inner face of the flange 11a of the follower member 11, for a purpose to be described hereafter.

A pair of members 22 are suitably secured to .the inner faces of the channel members 3 in such position as to constitute follower stops for the flanged portion 15b ofthe housing 15, and. normally said follower stops 22 are in engagement with the outer face of said flanged portion 15b. The follower stops 22 are provided with registering openings,which openings are in register with the openings 19 formed in the .center member 2, and said members 22 also constitute strengthening means for the center member. Secured to the outer faces of the channel members 3 in substantially the same vertical planev as the members 22, are suitable stop members 23 which are also provided with openings in register with the openings 19, in the center member. The stop members 23 are adapted for engagement with the ,bolster 1 and preferably with portions 1a, of said bolster, which are shown as being located at a short distance from the inner lateral face of the bolster.

Suitable coupler mechanism is provided for the car and vpreferably said mechanism includes resilient means of limited travel for yieldingly maintaining the couplers in couopenings 26 in t e channel members 3. As

shown in Fig. 3, the openings 26 are larger in width than the width of the key, and said key normally occupies a centraly position therein. Suitable yielding mechanism is preferably associated with the coupler 24. The yielding means employed may be of various forms, but preferably said means is -oflimited travel, and is adapted to go solid, when a relatively light load is placed thereon' as in coupling, the draft and buiiing forces being absorbed by the energy dissipating meanspreviously described. .As shown, said yielding means includes a yoke 27 (Fig. 7) which may be formed as a casting, if desired, and which is preferably provided with a transverse opening 27a therethrough. The

Ainner wall' 275 of said opening is concave,

and positioned within the opening are a plurality of plates 28 constituting resilient members. Positioned in said openingl 27a between the plates 28 vand 'the outer edges ofthe opening, is a follower plate 29 (Figs. 3 and `8.) which is convex on the inner face thereof and which normally has abutting engage-y ment with the inner end of the coupler 214.

Idesired., the follower 29 may be provided withy a centering pin 29a for cooperation with a suitable opening formed in the inner end of the shankl ot the coupler 24. The outer end of the yoke'27 is provided with a pair of vertically disposed cars 270 having regisplate 30 (Figs. 3 and 4) of any suitable type is secured to the extremity of the center member 2, and in the form shown, said striking plate entends inwardly beyond the key, the inner end 30a oi said plate constituting a stop for the follower 29.- 'l`l1e inner end of the yoke 27 is normally in engagement with the outer face ot' the transverse portion la of the member 4. It will be understood that while only one bolster is illustrated iny the accompanying drawings, the novel car structure constituting the subject matter 'of the present invention is provided adjacent each end with a bolster, and the yielding means illustratedin Figs. l and 3, for example, are preferably associated with each bolster.

The remaining structural elements of the car may vary within wide limits sincethc present invention is not limited to any part'cular type of railway rar, such as a box car. "W hen applied to the latter type of car, however, the remaining structural elements of the same preferably include side sills 3l, end sills 32 (Fig. 5), diagonal bracing mem.. bers 33 and longitudinal ioor supporting members 34 of any suitable, or standard, type. Members 34 are preferably secured to the holsters and the cross bearers 6 and constitute means for preventing longitudinal movement ot' the center member from deliecting the cross-bearers.

@perdan-Normally. the parts are in the position'illustrated in the drawings. Any torce exerted on the car for placing it in motion, for changing its rate of motion, or lfor coupling the same to another car, it exerted on the coupler in a direction tending to move said coupler to the right as viewed in lFig. 3., is' transmitted by the key 25 and yoke 2'? to the resilient plates 28 and the iollower 29. rlhe latter is normally in abutting engagement with the stop member 30a constituted by the striking plate 30. which striking plate is rigidly attached to the center member. The force is therefore yieldingly transmitted to the center member, and by giving the coupler a limited movement relative to the center member, the desired Atrain slack is secured. 'lf the force is sufficiently great to overload the resilient members 28, the

coupler means goes solid, i. e., the plates 28 are bent to conform with the concave surface 276 of the yoke 27 and the convex surface of the :follower 2 9, and the key is pulled.l out- Wardly until its outer edge contacts with the .pler is so designed as to go solid before any relative movement is imparted to the center member.

lt the 'force is transmitted to the coupler in a direction to move the latter to the left as viewed in Fig. 3. the force is transmitted by the coupler shank to the follower, moving the latter away from the stop 30a, and bending the plates 28. At the same time, the coupler may force the inner edge of the ke 25 into engagement with the inner edges o the openings 26 formed in the center member 2, longitudinal movement of the yoke 27 being prevented by its engagement with'the member 4. The yielding mechanism associated with the coupler, which is of limited travel, serves to maintain the coupler in coupling position.

lf the force exerted on the cou ler is so i great that the capacity of the coup er yielding mechanism is insuiiicient to absorb said force, said coupler mechanism, as stated, goes solid and the remainder of the force is transmitted to the center member, tending to cause the latter to move longitudinally relative to the holsters. This relative longitudinal movement is resisted by the yielding, energy dissipating means illustrated more particularly in Figs. l and 2. rllhe capacity of the coupler yielding means is very small compared to the capacity of the energy dissipating means. l

lf the force tends to move the center member to the left, as viewed in Fig. l. the follower stops 2l are moved away from the Harige' lla of the follower member ll, and simultaneously the-follower stops 22 force` the housing` l5 to the left, together with the friction plates lll and the shoes 17. Movement of the follower l1 and the friction plates 13 to the left at 'this time is prevented loy the yoke l0, which is keyed to the projecting portion 8 oi the bolster l. As the housing l5 is thus forced to the left by the elements 22, the spring l2 is compressed and resists said movement due to its engagement with the friction shoes 17. 'lfhe"A engagement oi the latter with the inclined surfaces of the housing l5, causes said shoes friction generated between the plates l3vand 11i, which friction assists the resilient meinlll@ lll@

lill.

tao

l to be forced inwardly thereby increasing the The friction between f relative movement of the center member. It `is particularly pointed out' that the distance between the inner end of the member 4 and the outer face of the bolster is such that said Stop member engages the bolster before the resllient member 12 or the friction elements 13, 14 can go solid, i. e., before the convolutions of the spring Contact one with the other and before the outer ends ofthe plates 13 can engage the housing 15 Permanent setting or injury to the resilient member 12 and the friction plates 13, 14 is thereby avoided.

If the force exerted on the coupler 24 is such as to produce relative movement of the center member 2 to the right, as viewed in Fig. 1, the follower stops 22 move with said center member out of engagement with the housing 15; Follower stops 21, on the other hand, force thefollower member 11 to the right to compress the resilient means 12, and to force the plates 13, by means of shoes 17,

into closer engagement with the friction ele ments or plates 14. Movementiof the housing 15 to the right is prevented by ,engagement of the latter with the projecting portion 8 of the bolster 1. If the force tending to move the center member to the right is sulicient-ly great, the stops 23 will contact jwith the portions 1a of the bolster, the distance between said stops and said portions being such that the same will Contact before the energy dissipating solid.

The` embodiment of the invention illustrated in Figs. 15 to 18 inclusive, is shown as ycomprising a column 35 provided on the end integrally with the bolster.

thereof adjacent the bolster, with a T-shaped shank, the head v35a of the latter being positioned in a pocket36 suitably formed in the bolster 37. In the form shown, the pocket 36 is lformed in a projection or lug 38 cast The opposite end of the column 35 is preferably T-shaped to provide ahead 35?), and in engagement with the shoulders of the head 355, are friction shoes 40 which are positioned in a housing 41 surrounding the end of the column 35. The outer faces of the friction shoes 40 are normally in engagement with wear plates 16 secured in a suitable manner to the inner inclined faces of thel housing 41. rlhe outer ment with the inner faces of the shoes 40, is

mechanism can go a follower ring 44 for a purpose to be Jdescribed hereinafter. 'A suitable resilient member 45, which in the form shown is a coil spring, surrounds the column 35 and has abuttlng engagement at one' end thereof with the follower ring 44, and at its opposite end with asimilar ring 46 which bears against friction shoes 47. In the embodlment illustrated, the shoes 40 and 47 are substantially similar in shape and construction as are the rin s 44 and 46. yThe outer ends 49 are secured to the center member 2 in any suitable manner, as by means of rivets. A pair of stops 50, which may be formed as castings,fare secured to the outer faces of the channelmembers 3 and are adapted to engage with the lateral face of the bolster 37.

In order to insure that the column 35 will be maintained in operative position, any suitable means such as the carrier plates 51, may be provided for this purpose. As

shown, the carrier plates are bolted or otherwise suitably secured to the lower surface of the channel members 3, said carrier plates extending transversely and having engagement on their upper faces with the housings 41, 48 and, as shown, with the resilient member 45. Preferably the column 35 is provided on the lateral faces thereof with longitudinally extending, recessed portions 350Z to 'provide frictional bearing surfaces for the shoes 40 and 47.

Normall the parts are in the position illustrated in t e drawings. If a force is appliedto the center member tending to move the same to the left, as viewed in Fig. 15, relative vto the bolster 37, the lugs 43 move with the center member 2 and carry therewith the housing 41 out of engagement with the shoes 40. Simultaneously the lugs 49 carry the housing 48 to the left, and, due to the inclined surfaces of the latter, the shoes 47 are forced inwardly to increase the frictional engagement of the same with the surfaces 35d of the column 35. This frictional engagement is further increased due to the resistance of the resilient member 45, which is compressed between the shoes 40 and 47. The end of the resilient member` is in abutting engagement with the ring 44, carried by the shoes 40, and is held against movement by engagement of the shoes 40 with the shoulders formed on the head 355, the column 35 and consequently the head 356 being held against movement by engagement ofsaid column with the portion Ito 38 of the bolster 37. The stops 50 are so positioned relative to the bolster 37 as to prevent the resilient member from going solid.

If a force is applied to the center member in such a direction as to cause movement of the same to the right, relative to the bolster as viewed in Fig. 15, it will be apparent that said relative movement is resisted by the resilient member 45 and the energy is dissipated by the friction shoes 40 being forced inwardly to increase frictional engagementI of the same with the column 35, the shoes 47 being held against relative movement by their engagement with the shoulders 350 formed on the column 35. y

lt is pointed out that the energy dissipat- .ing lmeans is so constructed as to positively prevent seizin ot the friction shoes; li, as the center mem er 2 is `forced to the right,the shoes il), for example, seize the column 35 on the surface 35d, the resilient member at the oposite end of the car is edective to return te center member to normal position. As said center member thus moves to the lett to normal position, the housing il is moved out of engement with the seized shoes i0, whereupon resilient member l5 acts through the iollower ring del to slightly tilt the triction shoes l0 and break them away .from sticking engagement with the column 35, whereupon said friction shoes return to normal position. `llt will be understood that the energy dissipating means shown in Figs. l5 to i8 are adated tor use in combination with suitable yieding coupler means, such `lor example as is shown in Figs. 3 and 4.

llt will thus be perceived. that there is provided a novel car structure embodying energy dissipating means for 'eldingly resisting the relative longitudine movement between certain elements ot said structure, said meansl being tied to the bolster,- or holsters, and the elements of the structure being so associated that a long travel is provided tor the energy dissipating means. Such an arrangement greatly facilitates the dissipation oi energy tending to damage the car and its lading. The energy dissipating means is so mounted relative to the bolster, or holsters, that yielding coupler means is employed to provide train slack. The strength ci the holsters is not impaired and the elements are particularly adapted tor ready amembly since the energy dissipating means is so constructed that it may be assembled and installed as a unit. No part of the bolster itself is employedA as a friction element oi the energy dissipating means.

e novel combination ci elements constituting the subject matter of this invention therefore includes novel means tor secur- Y ing energy dissipating means of long travel to a transverse member of a car structure, particularly to the bolster thereof, which energy dissipating means iseifective for both recense draft and bulling and which avoids the many objectionable features resulting from the use of the usual draft gears of limited travel. The novel energy dissipating means cannot @o solid and may be sovconstructed that the lriction shoes or elements are positively released in the event the same seize. While the energy dissipating means disclosed herein are novel per se, 1t will be understood that one of the features oi the present invention resides in the mounting and positioning of the energy dissipatin means relative to the remaining elements og structure, and more particularly, in directly associating the energy dissipating means with one of the transverse members, such as a bolster, for draft and bung. rl`rsin slack is provided for and is kept within the necessary limits and at the same time the center member has a relatively long travel with respect to the transverse members, thus insuring that the forces tending to damage the car or its lading will be dissipated in an edective manner. 'lhe travel of the energy dissipating means is always greater than the movement of the coupler relative to the centhe car ter member and hence is always greater than the train slack.

While only two embodiments ot the present invention have been illustrated in the drawings it is to be expressly understood that various changes may be made in the structural elements@ shown. For example, the type ont resilient elements employed and the number of the same may be varied as well as the. type .and number of friction elements employed in the energy dissipating means.

Changes may be made in the details of the connection between the bolster and the energy dissipating means. For example, the latter may be bolted to the bolster, it desired.

Nor is the invention limited to the particul lar t pe oi train slack means illustrated in the ravvings. Freier-ably, however, the latter has less travel and less resistance than the energy dissipating means. le the yohes employed in the energy dissipating means and the yielding coupler means are shown as castings, it will be underst that the same may be made as forgin s, may be fabricated, or may be constituted y scmtablev bolts. Preferably the energy dissipating' means and the train slack means are provided fr'or each end oi the car, but 1n some instances this may be found to be unnecessary.

Reference will therefore be had to the appended claims for a. denition oi the uw; of the invention.

What is claimed is:

' l.v A railway car comprising a plurality of transverse members including. a bolster having a laterally projecting portion, a center draft member mounted for lontudinal movement relative to said bolster, stop means secured to said center member and adapted to engage said bolster to positively limit said relative movement, and yielding means secured to said laterally projecting portion vfor resisting said longitudinal movement, said stops being effective to prevent said yielding means from going solid.

2.A railway car comprising a plurality of 4transverse supporting members including a bolster, a center draft member mounted for longitudinal movement relative to said bolster and extending through the latter, a yoke secured to said bolster, a housing, friction having friction elements attachedjthereto, friction elements in said housing a housing, having engagement with said first-named friction elements, and resilient means interposed between said housing and said follower, the latter normally having engagement with said center member.

4. A car structure of theclass described \comprising relatively movable elements including a center draft member extending substantially the length of the car, unitary energy dissipating means operatively connected to said elements for resisting said movement, and coupler means including a coupler keyed to and movable in both directions from a normal position relative to said draft member for securing train slack, the travel of the energy dissipating means being materially greater than the travel of the coupler relative to the draft member.

5. An underframe structure for a railway car comprising a pair of bolsters having openings therethrough, means associated vwith said bolsters including a center sill extending substantially the length of the car and adapted for longitudinal movementrelative to said bolsters, means for resisting relative movement of said center sill, side sills secured to said bolsters, an end sill securedl to said side sills, and means secured to said end sill and the end portions of the adjacent bolster for preventing said end sill from yielding under end stresses.

6. An underframe structure for a railway car comprising appair of bolsters having openings therethrough, means associated with said bolsters including a long travel center draftmember adapted for longitudinal movement relative to said bolsters,

.ter member.

means for resisting relative movement of said center member, side sills secured to said bolsters, an end sill secured to said side sills,

and diagonal braces secured to said end sill and the end portions of the adjacent bolster .for imparting longitudinal stresses to the ends of the latter and for strengthening said I end sill.

` 7 An underframe structure for a railway car comprising a pair of bolsters having openings therethrough, means associated with said bolsters including a center'draft member extending-substantially the length of the car and adapted 'for longitudinal movement relative to said bolsters, side sills secured to said bolsters, an end sill secured to the side sills, diagonal members. secured to said end sill and the end portions of the adjacent bolster, a plurality of cross-bearers secured to the side sills, and means secured to said cross-bearers for guiding said center member in its longitudinal movement.

8. In a structure of the classdescribed, the

combination with a pair of body bolsters' of a longl travel'center draft member mounted for longitudinal movement relative to said bolsters, means intermediate said bolsters for laterally guiding the center member.A and y means on the opposite sides of said bolsters for guiding said center member in its longitudinal movement.

SLA car structure of the class described comprising a bolster, means associated therewith including al center draft member constituted by channels adapted for longitudinal movement relative to the bolster and eX- tending through openings in the latter, side sills secured to the bolster, an end sill secured to. the side sills, cross bearers for guiding said center member, and means engaging the flanges of said channels and secured to the end sill for guiding and supporting said cen- 10. An underframe structure for a railway car including a bolster, a center draft member extending through the bolster and mounted for longitudinal movement relative thereto, said member being provided with flanges, means for resisting said relative movement a cross-bearer for guiding the intermediate portion of the center member in its longitudinal movement, and a pair of jaws carried by said structure and having sliding engagement with the outer portion of the center member for guiding the latter `,in its longitudinal movement.

11. A railway `car underframe comprising f of said holsters for preventing lon itudinal movement of said center member rom delectinfr said cross-bearers.,

12. railway car underrame comprising a pair of holsters having openings therethrough, means associated with said holsters including a center draft member adapted for longitudinal movement relative to said bolsters, side sills secured to the holsters, a plurality of crossrhearers secured to said side sills intermediate said holsters, means secured to said cross-bearers for guiding said center member, and means for preventing longitudinal movement of the center member from deflect-ing the cross-bearers.

13. A car structure comprising a bolster, side sills secured thereto, an end sill secured to the side sills, a center sill adapted for movement relative to said bolster and end sill, means for resisting movement of the center sill, and meanssecured to the central p0rtion of the end sill and operatively secured to the ends or said bolster for strengthening said end sill. v

ld. lin a railway car, a bod structure including a holster, a long trave draft member extending substantially the length oi the structure and mounted for longitudinal nfiovement relative thereto, said draft member extendlng'through sald bolster, means for yieldingly resisting said relative movement whereby excessive forces imparted to the center member are gradually resisted vvithout damage to the car structure, and means including a coupler` operatively connected to. said draft member for securing train slack, said coupler being adapted for movement in both directions from a normal position relative to said center member, and Imeans for yieldingly resisting movement oi' the coupler relative to the center member, the movement of the draft member relative to the car structure being greater than the movement oi the coupler relative to said draft member.

l5. ln a railway car, a body structure including holsters, a draft member extending substantially the length of the structure and mounted *for movement relative thereto, said draft member extending through said bblsters train slack means secured to said draft member including a coupler adapted ton movement in both directions from a normal position relative to said droit member, means for ieldingly resisting the movement oil a coup-er, an means for yieldingly'resisting the movement oi the droit member relative to the car struc-ture, the ratio oi relative movement ot the draft member to the relative movement Yoi the coupler being greater tbannnity.. y f" lo. .d railvvav car comprising abcd structure including holsters, a draft mem er errtending substantially the length of the structure and mounted fior movement relative incassa thereto, said draft member extending 17. ln a car structure of the type em odyy ing a body bolster and a draft member extending substantially the length of the car structure and mounted :tor movement relative to the bolster, cushioning means for yieldingly resistin relative movement oi said member inclu ing Wedges rigidly connected to and movable `with said member, and friction and resilient elements adapted to coact with said vvedges, one of said friction elements being connected to said body bolster and projecting laterally therefrom.

i8. lin a car structure, body holsters, a center member extending substantially the length oi the structure and-mounted for movement relative to said body holsters, cushioning means for yieldingly resisting relative movement oi. the center member comprising resilient and friction elements, certain oli said friction elements being secured to and movable with said center member, and another of said friction elements being secured to one of the body holsters and projecting laterally therefrom and between the friction elements secured to the center member'.

i9. lin a car structure, a body bolster, chan--v nel members extending substantially the length of the structure and mounted for movement relative to said bolster, tie plates for connecting the anges of said channels, wedges secured to the webs of the channels, and means adapted to coact with said Wedges for resisting movement of said channels relative tow said bolster, said means including a friction member attached to the bolster and projecting therefrom.

lin testimony whereof ll have ysigned this specication, Y

. @THU C. DURYE.

llo 

